And samuel hunt



(No Model.)

F. W MARSTON & S. HUNTINGTON, Jr. Draft and Buffing Apparatus for Cars.

. No. 242,548. I Patenteq lune 7,1881. a2

Figlll 7 FIEZ AWll|Ill"!llllIllllllllwllfllllmllflllllllflllMIIIHIH"IIIIIIIIIIIHIIIIIIIIW N III UNITED STATES PATENT OFFICE.

FRANK WV. MARSTON, OF BOSTON, MASSACHUSETTS, AND SAMUEL HUNT- INGTON,JR, OF NEW YORK, N. Y.

DRAFT AND BUFFING APPARATUS FOR CARS.

SPECIFICATION forming part of Letters Patent No. 242,548, dated June '7,1881.

Application filed June 16, 1880.

To all whom it may concern Be it known that we, FRANK W. MARSTON,

of Boston, Massachusetts, and SAMUEL HUNT- I INGTON, J r., of New York,N. Y., have jointly invented a new and useful Draft and BuffingApparatus; and we hereby declare that the following specification is afull, clear, and ex act description thereof, and the accompanyingdrawings are a representation of the best form to in which we havecontemplated applying our invention.

The object of this invention is to provide railway-cars with a base orframe independent of the car-frame proper, rigid in itself, but

1 5 elastic with reference to the car-frame, and

adapted to receive the direct strains and concussions of the draft andbuffing operations, and to transmit the same, when applied at eitherend, to the car-frame through springs compressed by the movement of suchindependent frame; but whensaid buffing strains are ap pliedsimultaneous] y and equally to both ends ofthe independent frame theyshall be received and wholly absorbed by that portion of said framespecially adapted for the purpose, and traction strains due to themovement of any following ears in a train shall be wholly transmitted tothem through the draft portion of said frame without affecting the carframe proper.

A further object of this invention is to provide the ears with anintegral coupler and buffer head adapted by its shape and location tobear directly against the end of the buffing portion of the independentframe, inwardly and outwardly, t0 squarely meet the integral coupler andbuffer head of other cars placed below their end sills, (which is thecommon location of the same in all freight-cars of the 40 Americansystem,) so that all strains received from other cars shall be directlyimparted to the respective portions of the independent frame speciallyadapted to receive them and the final object of our invention is to sodivide and ap- 4 5 ply the buflin g and tractive strains to the carsthat their attachments receiving the same shall mutually relieve eachother from overstraining in a better manner than practiced heretofore.

Originally the strains of traction and buffing (No model.)

were expended directly upon the frame of the car. Afterward draft-barswere provided which applied the force required to propel each carthrough a spring at the rear end thereof. Buffers have also beenprovided with springs, whereby the impact of a moving car against astationary one was relieved; but the inertia of the entire train broughtthe frame under severe pressure. An arrangement has also been devisedwhereby a single central bar serves as both a buffing-beam and adraft-bar.

Our invention consists in the combination, with a railway'car frame andits traction and buffing springs, of an independent drawing and buffingframe consisting of a continuous central buffing-timber provided withintegral coupler and buffer heads, and of one or more draft-rods whichrigidly connect the coupler and bufier heads together.

It also consists in the combination, with a railway-ear frame and itstraction and buffing springs, of an independent buffing -timber placedbetween the central floor-timbers of the car and in the same horizontalplane, and adapted to receive bufiin g strains from integral coupler andbuffer heads located in a lower plane at opposite ends of the car.

It further consists in two traction and bufting springs arranged to bearsimultaneously and equally upon abutments on the central floor-timbersof the car, in combination with a buffing-beam placed between saidtimbers in the same horizontal plane and two parallel draft-rods locatedin a lower plane, such beam and rods being united at the coupler andbuffer heads into arigid independentbase-frame elastically connected tothe frame of the car; and finally our invention consists in an integralcoupler and buffer head located below the end Figs. 4, 5, and 6 arerespectively a plan, a side elevation atzz, and an end view of amodification in which the bufi'enbeam extends through the end sill. Theseveral figures, except the first, are right side up.

A A A are the longitudinal floor-timbers of the car-frame, placed in thesame horizontal plane with the end sills A.

B B are the transverse bolsters, and G C the needle-beams, both placedbeneath and directly supporting the longitudinal floor-timbers A A A, towhich they are bolted at each intersection in the usual manner.- Theseparts constitute the ordinary base frame of a car, to which may beattached our improved independent frame, rigid in itself, butelastically connected to the car, preferably in the manner herein shownand described.

The independently-movable frame,which embodies the different features ofour invention, consists of the central buffing-beam, D, (placed betweenthe central floor-timbers, A A, and upon the bolsters B and needle beamsC (3;) the integral coupler and buffer heads E E, provided with thevertical projection c and hearing upon each end of the beam D; thetimber E, which is a part of and a downward projection from the timberor beam D, and which serves as a stop against the bolsters B, and as apart of the elastic abutment for the buffers E E; an arm, F, extendingeach side from each buffer-head E; and two parallel draft'rods, G G,rnnnin g from end to end of the car and uniting the corresponding armsofthe opposite coupler-heads E E.

The drawing and buflin g frame, made up of the parts stated, has abodily movement in either direction limited within the yielding capacityof the springs H H, through which it exerts upon the canframe the forcerequired to move or to stop the car, and preferably in the followingmanner: The springs H are mounted upon the beam D by means of a bar orcasting, I, secured thereto, having shoulders t 'i to press against thespring or against the interposed follower'plates J J. The casting I maybe made in two parts, for conveniently passing the body I through thespring H and plates J J. These plates bear against suitable resistancepieces, M, secured to the floor-timbers A, and thus transmit to thedoortimbers the strains exerted upon the springs, which are compressedby the movement of the independent frame. This compression is due tofriction and the inertia of the car and its load, and is in no wayaffected by thenumber of cars in the train, since the drawing andbuffing frame is not extensible or compressible, and the same is true ofa series of such frames connected.

When a moving train of cars is suddenly stopped a severe inwardcrushingstrain is brought to bear upon each end of the car. At present thiscrushing strain is applied directly to the car-frame proper. ln carsequipped with our independent frame this in ward-crushing strain fromopposite ends is not received by the car-frame, but by the coupler andbuffer heads and the continuous central beam, and wholly absorbed bythem, the springs being operated upon only sufliciently to overcome themomentum of the car to which they are attached and bring it to a stateof rest. This function of the beam D is wholly independent of itselastic movement under butfing strains applied at either end of the caralternately.

The strains of hauling a long train are transmitted from one of ourindependentframes to another without bearing upon the springs by whicheach frame is connected to its car. Such springs sustain only thepressure required to move or to stop the particular our to which theybelong. 77

It will be observed that the pressure upon the two springs H H issimultaneous and equal, whether in regard to strains of traction or ofbuffing, and that each spring is located under the center of each halfof the load. In these particulars, (excepting in regard to strains ofbuffing,) and in the application and use of two parallel draft-rodsconnecting the coupler and buffer heads rigidly, we have followed theplan devised by one of us, and shown in the application of F. \V.Marston, filed May 26, 1880, for patent on draw-bar apparatus.()urspecitic mode ofapplying pressure to the springs is different fromhis, how ever, since his apparatus was destitute of a bnfiing-beam.

In some cases it may be preferable to use with the central buffing-beama single draftrod, connecting the opposite coupler and buffer heads andslotted to pass the king-bolts; but for various reasons we regard thearrangement of two rods with the beam as more desirable.

The operation of the integral coupler and buffer heads E E, formed withthe vertical pro jection e, is as follows: The outer end of the bufferhead, which contains the couplingmouth, extends from under the end sill,A, and corresponds with the standard height of coupler and buffer heads,as has hercinbe-fore been set forth. It thus receives the couplinglinkand the batting blows from other cars in a direct line. The strains oftraction applied through the coupling-link are transmitted from end toend of the car in the same horizontal plane by means of the draft-rods GG. The buflin g strains are transmitted by means of the verticalprojection 0 directly into the end face of the buffing-beam D, locatedbetween the two central floor-timbers.

Ve guard against overstraining or setting the springs by extending thetimbers E so that one of them willcomcin contact with the bolster B, andthereby check the movement of the beam D before the elasticity of thespring is complete] y exhausted. This construction will be understood byreference to Figs. 1, 2, and 5. The end of the opposite bar, I, may alsoabut at the same time,for the same purpose, against the other bolster;or other stops may be pro vided,if desired.

With the construction shown in Figs. 4, 5, and 6 the beam D is carriedthrough the end sills, A, and bolted to the draw-heads E, so as toreceive and transmit from car to car, in a direct line, the concussionsand compressive strains due to baekin g the train. The severed sill maybe strengthened and the independent frame supported by a casting orstout iron straps K K, through or between which the coupler and bufferhead moves. These supporting and guiding straps are also applicable withthe apparatus first described. In either case the coupling-mouth and thebuftbr-heachwhich receives buffing blows from other cars,the two beingintegral, are placed below the axis of the beam D, for the purposesspecified, while the upper portion or vertical projection, e, is indirect contact inwardly with the end face of the beam 1), as described.

\Ve claim as of our invention 1. In a car, an independently-movablebuffing and drawing frame distinct from the carframe, consisting of acontinuous central timber to resist buffing strains and one or moremetallic draft-bars rigidly connecting the integral coupler and bufferheads, said parts adapted to receive the strains of traction and ot'batting and transmit them through springs to the carframe, substantiallyas set forth.

2. Two metallic draft-bars rigidly connecting the integral coupler andbufl'er heads at opposite ends of a car, in combination with acontinuous but'fing-beam interposed between said buffer-heads andlocated in the horizontal plane of the floor-sills, substantially as setforth.

3. The combination, with a car-frame and two traction and buffingsprings, of a continuous buffing-beam provided with integral coupler andbuffer heads and two parallel draftrodsri gidly connected to the couplerand buffer heads, whereby the strains, whether of traction or ofbuffing, are received upon an independent frame and transmitted to thecar-frame through the two springs, applying simultaneously to each,substantially as set forth.

4.. In a car, an independent continuous buffing-beam distinct from thecar-frame, but connected thereto by means of springs, and provided withbuffer-heads at each end, said buffing-beam and buffer-heads beingadapted to receive and wholly absorb all buffing strains appliedsimultaneously at opposite ends of the car without transmitting theminto the carframe through its springs.

5. The combination, in a car, of an integral buffer-head and couplerlocated below the end sill ot' the car-frame, and provided with avertical projection, and a continuous yieldingabutment located in theplane of and between the central floor-timbers of the car-frame, wherebybuffin g strains applied to the buffer-head below the said timbers aretransmitted into them through the medium of the said abutment.

6. The combination, in a car, of a continuous yielding abutment locatedin the plane of and between the central floor-timbers of the car-frame,and an integral coupler and buffer head located in a lower plane andprovided with a vertical projection, by means of which buffing strainsapplied to the buffer-head below the plane of the central floor-timbersare transmitted into them through the medium of the said abutment.

7. In acar, an integral coupler and buffer head located below the endsill and provided with a vertical projection, when adapted and arrangedto impart but'fing strains to the central floor-timbers of said carthrough the medium of a continuous yielding abutment located in theplane of and between said timbers.

8. In a car, a continuous yielding abutment located in the plane of andbetween the central floor-timbers, when adapted and arranged to impartbutfin g strains applied toit by a bufferhead located in a lower planeto said timbers of the car.

9. In a car, a continuous yielding abutment located in the plane of andbetween the central floor-timbers, when adapted and arranged to impartbuffing strains applied to it by a bufferhead located in a lower planeto two or more points of resistance in the car-frame.

10. The combination and arrangement, with relation to the car-frame andsprings, of the butting-beam D, integral coupler and buffer heads E,timbers E, arms F, and draft-bars G, substantially as and for thepurposes set forth.

FRANK W. MARSTON. SAMUEL HUNTINGTON, JR.

Witnesses:

A. H. SPENCER, E. A. PHELPs.

IOC

